Car-heater



(No Model 3 SheetsSheet 1. J. S. HAGERTY.

GAR HEATER.

No. 362,214. Patented May 3, 1887.

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3 Sheets-Sheet; 2.

(No Model.)

J. S. HAGERTY.

GAR HEATER.

No. 362,214. Patented May 3, 1887.

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(No Model.) 3 Sheets-Sheet 3.

J. S. HAGERTY.

GAR HEATER. No. 362,214. Patented May 3,1887.

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JAMES S. HAGERTY, OF BALTIMORE, MARYLAND.

CAR-HEATE R.

SPECIFICATION forming part of Letters Patent No. 362,214, dated May 3, 1887. I Application filed J anuary 10, 1887. Serial No. 223,879. (No model.)

To all whom, it may concern.-

Be it known that I, JAMES S. HAGERTY, of the city of Baltimore and State of Maryland, have invented certain Improvements in Street- Oar Heaters, of which the following is a specification.

This invention relates to certain improvements in an apparatus for heating street-railway cars; and it consists in certain details of construction of the said apparatus, as will hereinafter fully appear.

In the description of the said invention which follows, reference is made to the accompanying drawings, forming a part hereof, and in which Figure I is a longitudinal section of a streetcar provided with my improved heating apparatus. Fig. II is a sectional plan of the same. Fig. III is a transverse section taken on the dotted line .90 m, Fig. I.

Similar letters of reference indicate similar parts in all the figures.

In the said drawings, A is the body of the car, and B B represent the wheels thereof.

C O are the platforms of the car, on the forward one of which is placed a stove, D. This stove is elevated above the platform 0 by means of suitable legs, a a, and it is surrounded by the heating-chamber E, which consists of a sheet-iron jacket having a removable top or .lid, b. A pipe, 0, extends from the top of the stove to the lid 6 for feeding purposes, and is provided with a cover, (Z, to prevent the in gross of air to the stove at that point. A lateral pipe, 6, leads from the ash-pit of the stove to the exterior of thejacket E, whereby the ashes may be withdrawn. This pipe also 1 serves to admit air to the fire in the stove to support combustion.

F is a stove-pipe, which extends from the upper part of the cylinder of the stove in an upward direction through the roof of the car, where it isfitted with a hood, f, for an obvious purpose.

H is a pipe affixed to the under side of the platform 0, to conduct air to the heating-chamber E. This pipe has a flaring or funnelshaped mouthpiece, g, and a damper, h, to

regulate the volume of cold air admitted to the Y said chamber.

It is important that the volume of cold air admitted to the heating-chamber should be controllable, as described, as otherwise the temperature of the hot air delivered to the car could only be regulated by the heat of the fire in the stove. The damper is moved by means of a crank, i, on the damper-shaft j, and a handle, it, which extends through the platform of the car, as shown in Fig. 1.

I is the main hot-air-disch'arge pipe, which begins at the upper end of the hot-air chamber E and extends downward to the floor, where it enters the car through a suitable aperture, Z, and is attached to the imperfo'rate transverse pipe J, which reaches across the car. (See particularly Figs. II and III.)

K K are longitudinally extending hot-air I pipes leading from the ends of the transverse pipe J to the rear of the car. (See Figs. I and II.) These pipes are situated under the seats of the car, and protected on the upper side by means of the foot-boards m. The transverse pipe is also protected bya foot-board, a. (See Fig. I.)

The pipes K K are closed at their ends and provided with air-exit apertures 0, through which hot air is ejected toward the center of the car. These holes increase in size from the front to the rear of the car, (see Fig. 1,) in order that a nearly-unif0rm discharge of hot air takes place. To understand why this graduation in size of the discharge hot-air apertures is necessary, it must be borne in mind that the air loses heat by radiation in passingthrough the pipes K from the front to the rear of the car. Consequently a larger discharge is necessary at the latter point than at the former to bring the surrounding air to the same tem perature.

It sometimes occurs that a natural draft of cold air through the pipe H to the heatingchamber E cannot be satisfactorily obtained, owing to the direction of the wind, and sometimes the pipe H is useless in a driving snow or rain storm. I therefore provide for such contingencies by fitting the pipe H with a branch pipe, 12, which leads to a blower, L, driven from the axle of the car by means of pulleys and a belt, as shown in Fig. I. When a ing in a downward direction to the base of the blower is used, the damper h is closed. said chamber, an imperforate transverse hot- I claim as my invention air pipe connected to thelower end of the ver- The combination of a streetcar, a stove tical one, and longitudinallyextending per- 15 5 thereon, a hot-air chamber that surrounds the forate pipes, closed at their ends, attached to stove, having aeurved cold-air-induction pipe the ends of the said transverse pipe, all comextending from its bottom and through the bined and arranged substantially as set forth. floor of the car underneath the stove, and a J AS. S. HAGERTY. hot-air-eduction opening near its top, a hot- Witnesses: 10 air pipe situated exteriorly of the said hot-air WM. 'I. HOWARD, chamber, whichleads from said eduction-opcn- DANL. FISHER. 

